Boat.



Patented Nov. r4, |899.

s. M. WATERS.

' BOAT.

Application med July 12, 1899,\

3 Shees--Sheet I.

fllo Nadel.)

G. M. WATERS.

BOAT.

Application atenten Nov. I4, |899.

, N u. 637,052; Patented Nov. '|4, |899.

G, M. WATERS.

- BOAT.

:lisation filed Jul Ummm nl Il;

UNITED, STATES' PATENT QEEICJE.

cEoReE'III. WATERS, oE MoLINE, ILLINOIS;

BolAT.

sPEcIFIcATroN forming part of Letters patent No. 637,052, dated November14, 189e. Application filed July 12, 1899. Serial No. 723,611. (Nomodel.)

State of Illinois, have invented certain new and useful ImprovementsinBoats; and I hereby declare that the following is a full, clear, andexact description thereof, reference being had to the accompanyingdrawings, which form part of this specification.

This invention is an improvement in boats, particularly those designedfor navigating in shallowwaters; and its object is to so construct thehull of the vessel and to so arrange the propelling apparatus thereinthat the boat will be particularly Well adapted for navigation in theMississippi river and its tributaries or wherever long stretches ofshallow and muddy bottoms are found.

A further object of the invention is to so construct the hull that itwill protect the propellers and to have the latterarranged under thehull and adjustable lengthwise of the vessel at various inclinations, sothat without stopping the rotation of the'propellers the vessel may bedriven forward or backward, stopped or started instantly, thuspeculiarly adapting it for use where the currents are strong and quickaction is needed.

Another object of the invention is to so construct the parts that thewater will be kept under the Vessel and large side swells avoided andthe action of the propellers utilized to not only propel the vesselalong, but in a manner to lift it out of the water, thereby facilitatingthe progress of the vessel in shallow water, and, further, gaininghigher speed with less power.

These several objects 'are attained by the peculiar novel constructionof the hull of the vessel and the novel arrangement and construction ofthe propelling apparatus therefor, and certain other novel details ofconstruction, all of which will be clearly understood from the followingdescription, in connection with the accompanying drawings, whichillustrate a vessels hull and propelling apparatus thereof embodying myinvention in the best form now known to me, although I do not restrictmyself specically to either the precise form of the hull or the preciseform of the propelling apparatus shown in the drawings.

Referring to the drawings, Figure 1 is a transverse vertical sectionthrough the hull of a vessel, showing the construction of the hull andthe arrangement of the propelling apparatus. Fig. 2 is a reducedlongitudinal section on line 2 2, Fig. 1. Fig. 3 is abottom plan view ofthe hull of the vessel. a side elevation of the hull of the vessel. Fig.5 is an enlarged detail view of one of the propelling mechanisms, andFig. 6 is an end View of the mechanism shown in Fig. 5.

The hull of the vessel has a Iiattened or scoW-shaped bow A and one ormore pointed sterns a. The object of this is to prevent side swells andto enable the boat to ride upon the water instead of dividing the same,as would a sharp bow, while the pointed stern allows the water to closeup without creating any greatamount of suction as the boat passes along.

The boat is provided with a series of longitudinal channels B, two beingshown. These channels begin at a point at or near the bow of the boatand gradually deepen for a short distance and then are preferablycontinued at a uniform depth to or nearly to the stern of the boat, asshown. Along each lower edge of each channel is alongitudinally-depending rib Z), which ribs serve as guards or deadironsto prevent damage to the bottom of the hull when passing over shallowsor should the boat run aground on a bar in shallow Water. These guardsZ7 extend from the bow of the boat almost to the stern, but aregradually tapered off before they reach the end of the channels, asshown. rIhe bottom of the boat near the bow is also provided at eachside with bang-irons orv dead-irons b, which extend from the bow toabout amidships, from whence they are gradually tapered 0E, as shown.Their object is to prevent injury to the boat if it runs aground inmaking a landing.

Within each channel B is arranged a series of propellers C, which aremounted-in adj ustable bearings, so that they can be swung lengthwise ofthe ship within the channels on an arc of about one hundred and eightydegrees. When standing vertically, the propel- 1ers are slightly abovethe bottoms of the guards b,so that they can work in any position, evenif the guards are embedded in the bot- Fig. 4 is tom. Should the guardsbecome embedded in mud or sand, the propellers will cut the same out ofthe channels. If, however, the guards should strike a rock, they willglide up over the same, thereby preventing the propellers from strikingsuch an obstruction. Preferably these propellers are mounted as followsz Each propeller-shaft D is journaled in a sectional casing D', which isprovided with lateral hollow trunnions D2, by which it is journaled inbearing-plates F, attached to the side walls of the channels B, asshown, so as to allow the shaft D and the propeller to be swunglongitudinally of the vessel. Through one of the trunnions D passes adriving-shaft G, which is directly or indirectly connected to the engineand has on its inner end, within a hollow housing D3 of the casing D',(at the junction of the trunnions and the shaft-housing,) a beveled gearg, meshing with a bevel-gear d, keyed on the shaft D. The upward thrustof the propeller-shaft D is taken up by a thrust-block d2 in the upperend of the housing D3, as shown. On top of the housing D3 is a Verticalsector D4, lying longitudinally of the vessel and channel and meshingwith a rack-bar H, which can be shifted by means of rod I-I' andsuitable connections (not shown) from either the engine-room or thepilot-house of the boat, or from both, as may be preferred. -The rack His held in engagement with the sector D4 by means of a flangedguide-pulley I, mounted in a bracket I', attached to the top wall of thechannel B directly over the housing D3, as shown. Preferably a number ofthese propellers are used, set suiciently apart, however, to permit ofthe desired longitudinal or swinging adjustment thereof on arcs of aboutone hundred and eighty degrees, having the trunnions D2 as theircenters. A single rack-bar H may be used to simultaneously adjust allthe propellers in each channel,such rack-bar being either continuous orformed in sections suitably united, so as to move as one.

Just below the trunnions D2 of the several casings the channels B aredivided longitudinally by horizontal partitions E, which will preventdebris getting above the trunnions and interfering with the movementofthe rackbar, the said partitions E being slotted, however, to permit ofthe proper longitudinal adjustment of the propeller-shafts. A furtherobject of thepartition E is to prevent the rush of water (when at a highspeed) through the channels B from striking the housing D3, which, ifthere was nothing to prevent it, would form a formidable obstruction andgreatly impede the progress of the vessel.

Preferably the propellers may be run in groups of four-that is, oneengine for every four propellers-the object being to distribute theweight and power over as much surface of the bottom of the hull aspossible. There should be six or more propellers in each channel, andwhen these are adjusted vertically theirtendency is to lift the hull outof the water, and if they are inclined slightly rear'- ward they willnot only tend to lift the vessel u p, but also to propel it forward. Theattraction of gravitation will also assist in driving the boat forward.The boat will be raised by the propellers, which are placed at anysuitable angle to work to the best advantage. The boat obviously tendsto settle down to its natural bed in the water; but by reason of therearward inclination of the propellers it is heldl up, whereby in theevent of the boat falling it can only do so in one way-z'. e., forwardot' its centerand that only so long as the propellers are at an angle.This feature I consider of primary importance in the present invention,as by the raising of the boat I gain a higher speed with less power. Invery deep water the propeller-shafts can be set at their greatestinclination rearwardly. In

shallow water this inclination can be lessened,

so as to increase the lifting effect on the hull and gather and retainas much water underneath the vessel as possible. To stop the vessel, thepropellers can be swung to a forwardly-inclined position until thevessel is brought to a stop, when they may be set vertically and then,although still running, they will not propel the vessel. To back thevessel the propellers should be inclined forwardly. The desiredinclination of the propellers can be controlled either directly from thepilot-house by suitable mechanism, which it is not necessary here todescribe. The casing D3 is made water-tight and preferably lled withoil, so that the gearing for the propellers will run in oil, and thus beself-lubricating.

I do not wish to confine myself to the employment of a segment andrack-bar for rocking or swinging the propellers, as other mechanisms maybe conveniently employed for this purpose. The channels B may be shallowat the bow, so as to keep their front ends under water at all times, andthe channels might gradually taper near the stern, gradually lesseningin depth till they run out. It is desirable to have these channels soformed that after the propellers are started in motion they will expelthe air from the channels and water will take its place and keep thechannels full of water so long as the propellers are running even if theload on the vessel is not sufficient when the propellers are not runningto keep the channels entirely Linder water.

On the forward deck, over the bow, may be built a storm-shield H tothrow aside any waves or spray dashed over the bow.

The iins or guards b b' assist in steadying the boat and prevent itssliding sidewise when turning short bends.

The vessel can be steered bya common rudder fixed in the usual style ormay be steered by inclining the propellers in one channel more than thepropellers in the other channel.

By this construction the vessel can be propelled at high speed withoutthrowing any side swell or any water from under the hull,

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est/,ots g but will gatherl the water under it, which is of the utmostimportance in enabling the boat to travel over shallow bottoms.

I am aware that vessels have been formed with longitudinal channels, andI am also aware that other vessels have been provided with adj ustablysupported or swinging propellers; but none of these have been, in fact,like my invention either in construction or purpose, and I do not claim,broadly, a hull provided with longitudinal channels nor a swingingadjustable propeller; but

What I do claim isl. A hull for vessels having a plurality oflongitudinal water-channels and a series of swinging propellers in eachchannel mounted on adjustable supports and adjustable longitudinally ofthe vessel, substantially as described.

2. A hull for vessels having a series of longitudinal channels in whichthe propelling mechanism is arranged, the channels being provided withvlongitudinal guards or ribs at each side and the bow of the vessel beingprovided with longitudinal dead-irons at each side, substantially asdescribed.

3. A hull for vessels having a scoW-shaped bow, pointed stern, a seriesof longitudinal channels, and adjustable swinging propellers in saidchannels, the channels being provided with longitudinal guards or ribsat each side and the bow of the vessel being provided with longitudinaldead-irons at each side, substantially as described.

4. A hull for vessels having a series of longitudinal channels in itsbottom in which the propelling mechanism is arranged, the channels beingprovided with longitudinal guards or ribs at each side, with a series ofpropellers in each channel, each propeller being mounted on anadjustable swinging support whereby the propeller can be set verticallyor in- @lined forwardly or rearwardly in the channel, and means foradjusting said supports to set the propellers at the desiredinclination, substantially as described.

5. A hull for vessels having ascow-shaped bow, pointed stern, and aseries of longitudinal channels in which the propelling mechanism isarranged, the channels being provided with longitudinal guards or ribsat each side and the bow of the vessel being provided with longitudinaldead-irons `at each side; with a series of propellers in each channel,each propeller being mounted on lan adjustable swinging support wherebythe propeller can be set vertically or inclined forwardly or rearwardlyin the channel, and means for adj usting said supports to set thepropellers at the desired inclination, substantially as described.

6. The combination of the hull provided with longitudinal channels, thepropeller-support having trunnions journaled in supports on the sides ofthe channel, the propellershaft journaled i'n said support, and thedrivin g-shaf t extending through one of said trunnions and providedwith a gear meshing with a gear on the propeller-shaft, and means forrocking said propeller-support longitudinally of the channels,substantially as described.

7. The combination of the hull provided with longitudinal channels, thepropeller-support having trunnions D2 journaled in supports on the sidesof the channels and provided with a housing D3, the propeller-shaftjournaled in said support, and the drivingshaft extending through one ofsaid trunnions provided with a gear on the propeller-shaft, and meansfor rocking said propeller-supports longitudinally of the channels, saidhousing provided with a segment, a rack-bar engaging said segment, and agrooved roller for guiding said rack-bar and holding it in engagementtherewith, substantially as described.

8. A hull for vessels havinga series of longitudinal channels in whichthe propelling mechanism is arranged, with a series of propellers ineach channel, each propeller being mounted on an adjustable swingingsupport whereby the propeller can be set vertically or inclinedforwardly or rearwardly, and means for adjusting said supports to setthe propellers at the desired inclination; with the debris guards orpartitions within the channels, below the trunnions of thepropellersupports, and means for adjusting and holding said propellersat any desired angle longitudinally of the channels, substantially asdescribed.

9. A hull for vessels having a scow-shaped bow, a pointed stern, aseries of longitudinal channels in which the propelling mechanism isarranged, the channels being provided with longitudinal guards or ribsat each side and the bow of the vessel being provided with longitudinaldead or bang irons at each side; with a series of propellers in eachchannel, each propeller being mounted on an adjustable swinging supportwhereby the propeller can be set vertically or inclined forwardly orrearwardly on an arc of about one hundred and eighty degrees, and meansfor adjusting said supports to set the propellers at the desiredinclination; with the debris guards or partitions within the channels,below the trunnions of the propeller-supports, and means for adjustingand holding said propellers at any desired angle longitudinally of thechannels, for the purpose and substantially as de` scribed.

In testimony that I claim the foregoing as my own I aliix my signaturein presence of two witnesses.

vGEORGE M. VATERS.

Witnesses:

HJALMAR KOHLER, THOMAS C. HUTTER.

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